Rail temperature regulating apparatus



June 24, 1969 c. c. HERRlK RAIL TEMPERATURE REGULA'IING .APPARATUS Filed March 28, 1967 @-Tlmml .A @u NN m r m N @Hmm 2h11. Inxl .1MM \.\r NN\\ N n|}./ NNNNNNN NN NMWM\\ l R NNN m l iL VF NN U; NNNT. t@ NNN NNN NNN HN NN\ NN NNN k, NN NNONN June 24, 1959 C. Q HERR|CK 3,451,470

RAL TEMPERATURE REGULATING APPARATUS Filed March 28, 1967 sheet 2 of 5 /z if /4 j INVENTQR.

June 24, 1969 c. c. HERRICK RAIL TEMPERATURE REGULATING APPARATUS Sheet Fild March 28. 1967 Nw QN `lune 24, 1959 C, HERR|CK v 3,451,470

RAIL TEMPERATURE REGULATING APPARATUS Filed March 28, 1967 sheet i of 5 Y gg A /W/ w 'i' o M4' L MH jy; ,f W /Zym j; .72? l. V,

June 24,1969 C .HERR|K 3,451,470

RAIL TEMPERATURE REGULATING APPARATUS Filed March 28, 1967 Sheet 5 of 5 INVENTOR.

lUnited States Patent O 3,451,470 RAIL TEMPERATURE REGULATING APPARATUS Clifford C. Herrick, White Plains, N.Y., assignor to The New York Central Railroad Company, New York, N.Y., a corporation of Delaware lFiled Mar. 28, 1967, Ser. No. 631,112 Int. Cl. B60h 3/04; Elb 29/32 U.S. Cl. 165-42 24 Claims ABSTRACT F THE DISCLOSURE An apparatus for controlling the temperature of a section of railroad rail in order to expand or contract the section preparatory to anchoring the same to its associated roadbed; the apparatus comprising a self-propelled wheeled vehicle which is adapted to travel along a railroad right-of-way and is provided with a pair of elongated temperature regulating enclosures which extend rearwardly from the vehicle land partially enclose the railroad rails', heating and cooling means on the vehicle for raising and lowering the temperature within the enclosures to heat or cool the rail sections enclosed therewithin; and means for moving the enclosures between an inactive position on the vehicle to an operative position extending rearwardly of the vehicle.

The purpose of the above abstract is to provide a nonlegal technical statement adapted to serve asa searchingscanning tool for scientists, engineers and researchers. Accordingly, this abstract is not intended to limit the scope of the invention hereinafter described in detail, nor is it intended to be used in interpreting or in `any iway limiting the scope or fair meaning of the claims appended hereto.

Background of the invention Due to the natural contraction and expansion of railroad rails in response to changes in the ambient temperature conditions during different times of the year, it has been found to be extremely advantageous to be able to control the temperature of such rails as they are anchored to their associated railway roadbeds. More particularly, in order to minimize to the extreme the possibility of the rails separating and/ or buckling, it has been found that the optimum conditions under which the rails should be laid is when the temperature of the rails is as close as possible to the mean annual temperature of the specific geographical location of the rails. For example, where the mean annual temperature of the location where the rails are being laid is approximately 60 F. and the rail is being laid during the summer months when the temperature is in the order of 80 to 90 F., the rail sections must be cooled down to mean temperature of 60 F. prior to the rails being permanently anchored to their roadbed. Conversely, when the mean temperature of an area is higher than the existing ambient temperature where the rails are being laid, the temperature of the rail sections must be raised a predetermined amount preparatory to permanently 'anchoring the rail to the roadbed. This procedure has been found to be especially applicable in connection with laying continuous welded rails which usually consist of sections of rail up to one quarter mile in length.

The present invention is accordingly directed toward a new and improved apparatus which is adapted to selectively control the temperature of railroad rails -as said rails `are being laid along a railway roadbed, the apparatus, by virtue of being adapted to traverse or travel along the roadbed, finding particularly useful application in connection with laying continuous welded railroad welded rails of virtually any length. More particularly,

bed.

the temperature regulating apparatus of the present invention consists of a self-propelled wheeled carriage or vehicle which is provided with means thereon for selectively cooling or heating railroad rails as the vehicle travels along the railroad right-of-way. Such heating and cooling means is provided by a pair of elongated temperature regulating enclosures which extend rearwardly from the vehicle and partially enclose the railroad rails as the vehicle traverses the roadway. Disposed between the forward ends of the enclosures and the re'ar end of the vehicle is a pair of temperature control devices which, during extremely low temperature conditions, provide a source of warm air, and during relatively high temperature conditions, provide a source of cool air. The vehicle is provided with air circulating means in the form of a pair of centrifugal blowers which are adapted to force warm or cool air, as provided by the aforesaid means, longitudinally of the enclosures circumjacent the sections of rail within the enclosures, whereby to linearly expand or contract the rail sections preparatory to the rail sections being nally anchored to the roadbed. The vehicle is also provided `with boom means so that the aforesaid enclosures can be lifted onto and off from the vehicle where they are stored during such times as the vehicle is being moved to or from a work location.

Summary of the invention This invention relates generally to the railroad art and, more particularly, to means for controlling the temperature of preselected sections of railroad rails preparatory to anchoring said rails to their associated railway roadbed.

It is accordingly a primary object of the present invention to provide a new and improved apparatus for selectively controlling the temperature of railroad rails preparatory to said rails being anchored to `a railway road- It is a more particular object of the present invention to provide an apparatus of the above character which will find especially useful application in controlling the temperature of continuous welded rails during the laying thereof.

It is another object of the present invention to provide a new and improved apparatus of the above character which is adapted to both heat and cool railroad rails lso that said apparatus may be used during virtually all temperature conditions and in all geographic locations.

' It is a further object of the present invention to provide an apparatus of the above type which is entirely selfpropelled.

It is still another object of the present invention to provide an apparatus of the above character which may be easily disassembled to facilitate transport thereof to and from a work location.

lt is another object of the present invention to provide a rail temperature regulating apparatus which may be controlled by a single operator as the apparatus traverses 'a railroad right-of-way.

It is yet another object of the present invention to provide a new and improved rail temperature' regulating apparatus vwhich is of a simple design, is of a heavy duty construction, and which is therefore relatively maintenance free.

Other objects and advantages of the present invention will become apparent from the following detailed description, taken in conjunction with the accompanying drawings.

Brief description of the drawings FIGURE l is a longitudinal side elevational view, partially broken away, of a rail temperature regulating yapparatus in accordance with an exemplary embodiment of the present invention;

FIGURE 2 is a top elevational view of the portion of the apparatus illustrated in FIGURE 1, as taken in the direction of the arrow 2 thereof;

FIGURE 3 is an end elevational view of a portion of the apparatus illustrated in FIGURE 1, as viewed substantially along the line 3-3 thereof;

FIGURE 4 is a transverse cross sectional view of Ia portion of the apparatus illustrated in FIGURE 1, as taken substantially along the line 4-4 thereof;

FIGURE 5 is a transverse cross sectional view of a portion of the apparatus illustrated in FIGURE l, as taken substantially along the line 5-5 thereof;

FIGURE 6 is an enlarged longitudinal cross sectional view of a portion of the apparatus illustrated in F-IG- URE 2, as viewed substantially along the line 6 6 thereof;

FIGURE 7 is an elevated perspective view of a portion of the apparatus illustrated in FIGURE 1, as taken in the direction of the arrow 7 thereof;

FIGURE 8 is a view similar to FIGURE 7 showing the apparatus thereof in operative condition for -a rail cooling adapter assembly;

FIGURE 9 is a top elevational view of a portion of the apparatus shown in FIGURE 1 with the rail cooling adapter assembly in operative association therewith;

FIGURE 10 is a side elevational view of the structure illustrated in FIGURE 9;

FIGURE 11 is an elevated perspective view showing the means for detachably connecting the rail enclosures shown in FIGURE 2; and

FIGURE 12 is a schematic view of the hydraulic circuitry incorporated in the rail temperature regulating apparatus of the present invention.

Detailed description of the invention For convenience of description, the terms inwardly, and outwardly will have reference to the geometric center of the temperature regulating apparatus of the present invention and the various component parts thereof. Likewise, the terms forwardly, rearwardly and derivatives thereof will have reference to the temperature regulating apparatus of the present invention as shown in FIGURE 1, with the forward end of said apparatus being located =at the left side of this figure.

Referring now to FIGURES 1 and 2 of the drawings, a rail temperature regulating apparatus 10, in accordance with an exemplary embodiment of the present invention, is shown as comprising a wheeled carriage or vehicle 12 having a generally rectangular configured main frame section 14. Four downwardly extending wheel support members 16 are mounted two on each side of the frame section 14, the members '16 journal supporting a plurality of flanged wheels 18 adapted to ride upon and traverse a pair of railroad rails 20 and 22 which are intended to be permanently anchored to suitable cross ties 24 of a railway roadbed 26. By way of example, the apparatus 10 is designed to traverse the rails 20, 22 after said rails have been previously laid` in accordance with the principles of copending application for Rail Positioning System, Ser. No. 595,498, filed Nov. 18, 1966 and assigned to the assignee of the present application. The apparatus 10 is intended to traverse the rails 20, 22 after said rails are temporarily anchored or tacked to the ties 24, whereby the apparatus 10 will function to selectively regulate the temperature of specific sections of the rails 20, 22 and thereby selectively contract or expand said sections to control the linear dimensions of the rails preparatory to said rail sections being permanently anchored to the ties 24.

As best seen in FIGURE 2, mounted at the forward end of the vehicle 12 is a drive engine 28 which may be of any suitable type, such as a diesel engine, which is rearwardly of the engine 28 is a cab section 32 within which the operator of the apparatus 10 is stationed during operation thereof. The cab section 32 may be provided with a suitable seat section 34 upon which the operator may be seated during operation o-f the apparatus 10, a suitable control panel 36 being disposed directly in front of the section 34 to provide for convenient manual access thereto by the operator.

A relatively large volume uid reservoir or tank 38 is mounted on the main frame section 14 of the vehicle 12 directly rearwardly of the cab section 32. The reservoir 38 is adapted to contain either cooling fluid or heating yfuel to be consumed during operation of the apparatus 10, the particular uid being stored within the revervoir 318, of course, depending upon the time of year and geographical location of the roadbed 26, as will later be described. Mounted on the upper side of the main frame 14 directly rearwardly of the reservoir 38 is an upwardly extending frame or super-structure 40 which defines an elevated horizontally disposed support platform 42 adapted to function in a manner later to be described in supporting certain component parts of the apparatus 101 as the vehicle 12 is being moved to and from various work locations.

A vertically extending boom support member 44 projects upwardly from the main frame 14 and terminates at a position somewhat above the support platform 42. The member 44 is adapted to supporta generally horizontally extending boom 46 for relative rotation within a horizontal plane extending through the upper end of the support member `4.4. A suitable reinforcing member 48 may be provided between a central portion of the boom 46 and the support member 44 to permit the boom 46 to carry relatively heavy loads. A rotatable pulley or sheave assembly 50 is mounted on the outer end of the boom 46 and adapted to carry a lifting cable 52 which facilitates raising and lowering a lifting hook 54 mounted on the one end of the cable 52. The cable 52 is movable in response to energization of a winch motor 56 that is located adjacent the upper en-d of the boom support member `44, the motor 56 preferably being hydraulically actuated and adapted to function in a manner later to be described in selectively raising and lowering the cable 52.

As best seen in FIGURES 2 and 7, a pair of forced air blower units 58 and 60 are disposed below the superstructure 40 and inboard -of a pair of longitudinally extending frame portions 62 and 64 of the main frame section 14. The blower units 58, 60 are supported upon a pair of transversely extending, horizontally disposed beam members 66 and 68' which are located slightly below the main frame 14 and are secured to the lower side thereof by means of upwardly extending support members, generally designated 70; that extend upwardly from the outer ends of the beam members `66, 68 to the lower sides of the frame portions 62, 64. The blower units 58, 60 are rigidly mounted on the beam members 66, 681 by means of suitable mounting bracket assemblies 72 which,

, as best seen in FIGURE 6, are rigidly secured to the upper sides of the beam members 66', `68 and the inboard sides of the blower units 58, 60, as by welding or the like. The support bracket assemblies 72 also support a pair of horizontally disposed plates 74 which extends transversely inwardly from the inboard sides of the assemblies 72. The plates 74 support a pair of journal bearing assemblies 76 and 78 that rotatably support a transversely extending drive shaft 80` that is arranged coaxially of the drive shafts of the blower units 58 and 601 and is f, drivingly connected at its opposite ends to said blower drivingly connected to the wheels 18 as, for example, by i unit drive shafts so that rotation of the drive shaft will result in simultaneous actuation of the blower units 58,160. The drive shaft '801 is provided with a pair of drive pulleys or sheaves 82 and 84 which are drivingly connected to an output shaft 86 of a blower drive engine, generally designated 88, by means of suitable drive belts 90 and 92 that are rotatably supported on the sheaves 82, 84 and on another pair of cooperative drive sheaves 94 and 96 mounted on the output shaft 86 of the engine 88. As best shown in FIGURES 1 and 2, the engine 88, which may be of any suitable type such as a diesel engine, is mounted on the frame section 14 directly rearwardly of the iluid reservoir 38. It will thus be seen that upon proper energization of the engine 88, the blower units 58 and 60 will be simultaneously ac-tuated to provide a source of forced air for purposes hereinafter to be described.

Referring now to FIGURE 6, extending between the rearmost ends of the longitudinally extending frame portions 62 and l64 of the frame section 14 is a transversely extending end portion 98. -Rigidly secured, as by welding or the like, to the rear side of the end portion 98 is a transversely support beam 100 which is disposed slightly below the lower edge of the frame portion 98. The beam 100 is adapted to movably support a pair of rearwardly extending forced air housings 102 and 104 on the lower side thereof through the use of a pair of suitable pivot or hinge assemblies 105. The housings 102, 104 are located directly rearwardly of the blower units 58 and 60, respectively, in a manner such that rearwardly extending output sections 106 and 107 of the blower units 58, 60 are telescopically received within the forward end portions of the housings 102, 104, respectively. With this construction, the rear end portions of the housings 102, 104 may be selectively biased upwardly with respect to the blower units 58, `60 about a horizontal axis defined by the hinge assemblies 105, and when the housings 102, 104 are disposed in the solid line position illustrated in FIGURE 6, the blower units 58, 60 are adapted to communicate forced air into lthe forward end portions thereof.

Extending rearwardly from the rear ends of the housings 102, 104 is a pair of conduit assemblies each comprising flanged conduit sections 109, 110 that are rigidly secured to the housings 102 and 104, as by welding or the like, and adapted to communicate forced air from the housings 102, 104 to a pair of flame-type heater units 111 and 112 which extend rearwardly from the conduit sections 109, 110, as best seen in FIGURE 6. The heater units 111, 112 may be of any construction well-known in the art and are adapted to receive fuel from a pair of fuel inlet lines 114 and 116 which are communicable with the interior of the units 111, 112 respectively, through suitable inlet fittings 118 provided on the upper sides of the units 111, 112. As shown in FIGURE 7, the fuel inlet lines 114, 116 are connected to a pair of valve assemblies 120 and 122 that are mounted by suitable mounting brackets 124 on the top of a pair of rearwardly extending beam members 126 and 128, respectively, that are cantilever mounted on the rear end of the frame section '14, lEach of the valve assemblies 120, 122 com prises a pair of outlet sections 130 and 132 with the fuel lines 114, 116 being connected to the sections 130I of each of the assemblies 120, 122. Each of the valve assemblies 120, 122 also comprises an inlet section 134 and a pair of manually operable valves 136 and 13-8. It will be seen that when the valves 136 are open, the inlet sections 134 are communicable with the outlet sections 130, and conversely, when the valves 138 are open, the inlet sections 134 are communicable with the outlet sections 132.

The inlet sections 134 of each of the valve assemblies 120, 122 is communicable through suitable fluid conduits 140 and 142, respectively, with a fluid pump assembly, generally designated 144, that is located forwardly of the blower unit 60. The pump assembly 144 comprises a drive shaft 146 having a suitable drive sheave 148 mounted thereon and adapted to carry a drive belt 150 that extends between the sheave 148 and another sheave 152 mounted on the outer end of the engine output shaft 86, whereby energization of the engine 88 will result in simultaneous actuation of the pump assembly 144. Fluid is adapted to be communicated from the reservoir 38 into the pump assembly 144 by means of a suitable uid conduit 154 (see FIGURE 2) such that upon actuation of the assembly 144, the fluid contained within the reservoir 38 will be pumped to the valve assemblies and 122, as will later be described.

The heater units 111, 112 may be provided with suitable ignition devices 156 and v158 on the upper sides thereof, the devices 156, 158 being communicable through suitable electrical conductors 160 and 162 with an ignition coil or like mechanism disposed within a suitable container located on the transversely extending beam 100, as illustrated in FIGURE 7, the coil being adapted to function in a manner well-known in the art to selectively energize the ignition devices 156, 158 and thereby ignite fuel communicated into the interior of the heater units 111, 112, respectively, through the fuel lines 114, 116.

Mounted on the rear ends of the heater units 111, 112 is a pair of manifold housings 166 and 168, respectively, which are adapted to receive the ow of air that is produced by the blower units 58 and 60 and which flows through and is thereby heated by the units 111, 112. The manifold housings 166 and 168 are also adapted to receive a supply of unheated air directly from the housings 102 and 104 by means of two pair of arcuate-shaped air conduits 170, 172 and 174, 176 which extend between the housings 102, 104 and manifold housings 166, 168 circumjacent the heater units 111, 112, as best illustrated in FIGURE 2. Thus, it will be seen that the manifold housings 166, 168 are adapted to receive a supply of forced air directly from the housings 102 and 104 through the conduits 170, 172 and 174, 176 and also, upon energization of the heater units 111, 112, are adapted to receive a supply of heated air from 4the units 111 and 112. It will be noted that during such time as the heater units 111, 112 are not energized, unheated air will be communicated to the manifold housings 166, 1-68 directly through the heater units 111 and 112, as well as from the conduits 170, 172 and 174, 176.

It will be seen that the housings 102, 104 and 166, 168, heater units 111, 112 and conduit sections 109, 110 comprise a pair of laterally spaced separate unitized assemblages 177 and 178 which, during normal operation of the apparatus 10 of the present invention, extend downwardly toward the upper surface of the roadbed 26; however, at such time as the vehicle 12 is traveling to and from a work location, it is desirable to have the rear end portions of the assemblages 177, 178 raised upwardly to the position indicated in phantom in FIGURE 6- to prevent any interference between said assemblages and the railroad rails 20, 22 or ties 24. In order to accomplish such raising and lowering of the rearmost end portions of the assemblages 177, 178, a pair of elevating cables 179 and 180 are fxedly secured to suitable eyelets or the like 182 on the forward ends of the manifold housings 166, 168, respectively. The cables 179, are supported for upward travel by means of a first pair of suitable pulley assemblies 183 mounted on the upper sides of the cantilever beams 126 and 128, respectively, and by a second pair of pulley assemblies 184 (see FIGURE 1) which are mounted near the upper end of a pair of forwardly inclined reinforcing members extending between the super-structure 40 and the beams 126, 128. The cables 179, 180 are adapted to be raised and lowered by means of a pair of hydraulically actuated piston and cylinder assemblies 186 mounted at the opposite sides of the super-structure 40 subjacent the support platform 42 thereof. Thus, upon proper energization of the assemblies 186, the cables 179, 180 will move upwardly and thereby pivotably bias the aforesaid assemblages 177 and 178 about the axes of the hinge assemblies 105 from the solid line position indicated in FIGURE 6 to the phantom position shown in this figure. Similarly, upon proper deenergization of the hydraulic piston and cylinder assem blies 186, the assemblages -177, 178 will be lowered from the phantom position shown in FIGURE 6 to the solid line position in this figure.

In order to assure that the particular temperature conditions produced by the apparatus 10 are maintained in intimate relationship with respect to preselected sections of the rails and 22 prior to said rail sections being anchored to the roadbed 26, a pair of elongated housings or enclosures 190 and 192 extend rearwardly from the rearmost ends of the manifold housings 166 and 168, respectively, as best seen in FIGURE 1. As illustrated in FIGURES 4 and 5, the enclosures 190, 192 are generally C-shaped in transverse section, with the lowermost sides thereof being open, whereby to receive the upwardly extending rails 20, 22 therewithin. The enclosures 190', 192 each comprises a plurality of separate, but connectable enclosure sections 194 which are each approximately l0 feet long. The number of enclosure sections 194 comprising each of the enclosures 190, 192 will, of course, depend upon the particular ambient temperature conditions under which the apparatus 10 is operating, and, by way of example, it is contemplated that during an average rail anchoring oper-ation, each of the enclosures 190, 192 will consist of four sections 194.

Each of the enclosure sections 194 comprises an upper portion 196 and a pair of spaced parallel downwardly extending side portions 198 and 200, as seen in FIGURE 5. Preferably right-angle reinforcing channels 202 are provided along the juncture of the portions 196 and 198, 200 for purposes of strengthening the sections 194. As shown in FIGURE 4, each of the enclosure sections 194 is provided with `at least one transversely disposed shaft or axle 210 which extends between side portions 198 and 200 'thereof Each of the axles 210` is adapted to rotatably support a carriage wheel or roller 212 having laterally opposed flange portions 214 and 216 adapted to receive the crown or uppermost portion of the rails 20, 22 therebetween. Suitable spacing means 218 may be provided interjacent the inboard sides of the side portions 198, 200 and the outboard sides of the rollers 212, whereby to maintain the rollers 212 equidistance between the side portions 198, 200. With this construction, each of the enclosure sections 19'4, and hence the enclosures 190, 192, is adapted to roll or traverse the rails 20, 22 along with the vehicle 12, as will hereinafter be described.

At the rearward end of each of the enclosure sections 194 there is provided an upwardly extending connecting pin or stud 220 which is secured to the upper portion 196 by means of a rearwardly extending support plate or the like 222. The connecting studs 220 are adapted to be received within `suitable openings 224 formed in the upper portion 196 of the next rearwardly adjacent enclosure section 194, whereby to connect the sections 194 of each of the enclosures 190, 192 together, as will be apparent. As best seen in FIGURE 6, the rearward ends of the manifold housings 166, 168 are each provided with one of the aforesaid connecting studs 220 and support plates 222 for attaching the forwardmost enclosure section 194 of each of the enclosures 190, 192 thereto. Each of the sections 194nnay be provided with suitable handle means 226 on the 'opposite sides and at both ends thereof to facilitate manual transport of the sections 194 after the enclosures 190, 192 have been disassembled from one another. Preferably, the rearmost section 194 of each of the enclosures 190, 192 is provided with a downwardly extending damper member 228 which may be pivotably secured by suitable hinge means or the like 230 to the rear end of the upper portion 196 of said enclosure sections 194. The damper members 228 are formed with upwardly extending recessed portions 232, as shown in FIGURE 3, to prevent any interference between said members and the rails 20, 22. During operation of the apparatus 10, the damper members 228 are designed to retain preselected temperature conditions within the enclosures 190, 192, as will later be described.

In a preferred form of the present invention, the interior ol the forwardmost enclosure sections 194 of each of the enclosures 190, 192 is provided with an insulating mate- 8 rial 234 (see FIGURE 5), this material preferably covering the entire inner surfaces of the portions 196, 198 and 200, whereby to insulate said portions from the extreme high temperature conditions existing during certain periods of operation of the apparatus 10. The insulating material 234 may be of any suitable type and is preferably of a flame resistant ceramicconstruction that may be Vmolded within the enclosure sections 194. The lower edges of the side iportions 198, 200 of the forwardmost enclosure sections 194 may be provided with right-angle channel members 235 for supporting the insulating material 234 `within said enclosure sections 194.

As best shown in FIGURE l, the enclosure sections 194 are adapted to be carried on the support platform 42 of the vehicle 12 as the same is being vmoved to and from various work locations, the lifting cable 52, winch motor 56 and boom 46 fbeing operable in a well-known manner to raise and lower the sections 194 between the roadbed 26 and platform 42. With this arrangement, the enclosures 190, 192 will not interfere with normal transport of the apparatus 10, yet will be readily accessible when needed.

Referring now briefly to the hydraulic circuitry incorporated in the temperature regulating apparatus 10 of the present invention, as best seen in FIGURE 12, the control panel 36, which is located within the cab section 32 of the vehicle 12, is connected by means of a suitable hydraulic conduit 237 with a suitable hydraulic fluid filter means 238 which in turn is communicable through a suitable conduit 239 with a hydraulic fluid reservoir 240i. The control panel 36 is also communicable through a conduit 241 with a manually operable drive valve assembly 242 which controls the ow of hydraulic fluid to and from a pair of hydraulic motors 243, and 244 which function to drive the vehicle 12 along the railroad right-of-way and are adapted to be driven by the aforedescribed engine 28. The 'motors 243, 244 are communicable with the valve assembly 242 through a hydraulic conduit 245, a suitable relief valve assembly 246 being provided in the hydraulic circuit between the motors 243, 244 and the valve assembly 242. It will be seen that the hydraulic piston and cylinder assemblies 186 that are used for elevating the cables 179, are communicable through suitable fluid conduits 247 and 248 with the control panel 36. A vehicle braking system 250 and accessory drive pump assembly 252 are also communicable with the panel 36 through suitable conduits l254 4and 256, respectively. The hydraulic motor 56 which functions to elevate the boom lifting cable 52 is shown connected to a suitable manually operable valve assembly 258 and with another :manually operable accessory valve assembly 260, both of which function in a manner wellknown in the 'art to selectively communicate hydraulic fluid to the motor `56.

In order to facilitate correlation of the various component parts of the temperature regulating apparatus 10 of the present invention, a brief description of the operation thereof will now be given.

The apparatus 10, as representatively illustrated in FI-G- URES l through 7, is adapted t0 function to raise the ternperature of the rails 20 and 22 and hence is intended to be used when the ambient temperature of said rails is lower than the mean annual temperature of the geographical location in which the rails 20, 22 are being laid. Assuming that the ambient temperature conditions of the rails 20, 22 is in the order of 20 F., preferably four of the enclosure sections 194 are utilized -for each of the enclosures 190, 192, and accordingly, eight of the enclosure sections 19'4 will be removed from the support platform 42 and assembled in two lines of four each, immediately to the rear of the vehicle 12. By virtue of the fact that the enclosures 190, 192 are open on the lower sides thereof, the sections 194 thereof may be placed directly on the rails '20, 22 with the rollers 212 thereof bearing directly on the crown of the rails. After the enclosures 190 and 192 are properly arranged behind the vehicle 12 with the sections 194 connected in the manner hereinbefore described, the piston and cylinder assemblies 186 are deenergized to lower the rear ends of the assemblages 177 and 178 from the dotted line position in FIGURE 6 to the solid line position therein, at which time the forwardmost of the enclosure sections 194 may be connected to the rear ends of the manifold housings 166 and 168. Thereafter, the valves 136 of each of the valve assemblies 120, 122 is opened to permit fuel to ilow from the fluid pump assembly 144 to the heater units 111 and 112, after which time the ignition devices 156, 158 may be energized to ignite the fuel within the heater units 111 and 112. The engine 88 may then be energized to actuate the blower units 58, 60` and fuel pump 144.

Upon actuation of the blower units 58 and 60 the relatively high temperature conditions prevalent within the heater units 111, 112 will be forced rearwardly through the manifold housings 166 and 168 and throughout the entire lengths of the enclosures 190` and 19,2, whereby to raise the temperature Within the enclosures a predetermined amount and thereby heat those portions of the rails 20 and 22 which are disposed within the enclosures 190 and 192. The vehicle 12 is then intended to be propelled along the roadway at a preselected speed, depending on how high the temperature of the rails 20, 22 is to be raised, whereby successive sections of the rails 20 and 22 will register with the enclosures i190, 192 and will thus be heated a preselected amount. That is, if the temperature of the rails 20, 22 is to be raised a considerable amount, the vehicle 12, and hence the enclosures 190, 192 will move at a somewhat slower rate along the roadway than if the temperature of the rails is to be raised only a small amount. The rate at which the vehicle 12 traverses the rails 20, 22 is also controlled by the rate at which the rails are permanently anchored to the roadbed 26 by the workmen who are located rearwardly of the apparatus and who function to permanently spike or otherwise anchor the rails 20, 22 to the roadbed 26. It will be noted, of course, that it is important that the rails are not heated too long before they are actually anchored by these workmen since the desired linear dimensional characteristics of the rails will change as the rails cool off.

As hereinbefore described, the rail temperature regulating apparatus 10` of the present invention, along with being adapted to raise the temperature of the rails over which the apparatus traverses, is also adapted to lower the temperature of such rails in the event it is desired to permanently anchor the rails to the -associated roadbed during such times as the ambient temperature condition of the rails is higher than the mean annual ternperature of the geographic location of the rails. Means for thus lowering the temperature of the rails is provided by a plurality of fluid nozzles which are adapted to effect the rapid evaporation of a uid, preferably Water, which is stored within the reservoir 38, in an area directly adjacent the rails and thereby reduce the ambient temperature adjacent the rails. More particularly, and as best shown in FIGURES 9 and l0, a pair of nozzle adapter units, generally designated 262, are adapted to be interposed between the rear ends of the manifold housings 166, 168 and the forwardmost of the enclosure sections 194. Each of the units 262 comprises a generally C-shaped housing 264 that has an upper portion 266 and a pair of side sections 268 and 270 which are tapered rearwardly, as best seen in FIGURE 9. The housings 264 are formed with a suitable opening 272 adapted to receive the connecting studs 220 on the rear ends of the manifold housings 166 and 168, and the rear ends of the housings 264 are provided with connecting studs 220 adapted to be received within the openings 224 of the forwardmost enclosure sections 194. Mounted in each of the side sections 268 and 270 of the housings 264 and also within the upper portions 266 thereof is one of a plurality of iluid nozzles 274 which are adapted to direct cooling uid into the interior of the housings 264 circumjacent the portions of the rails enclosed thereby. The nozzles 274 of each of the housings 264 are communicable with suitable T-iittings 276 by means of suitable uid conduits 278, which fittings 276 are in turn communicable with the outlet sections 132 of the valve assemblies 120 and 122 by means of suitable fluid conduits 280 and 282, respectively, as shown in FIGURES 8 and 9. It will be noted that when the valves 138 of the valve assemblies 120 and 122 are open, the inlet sections 134 of said assemblies are communicable with the fluid conduits 280 and 282.

In order to adapt the apparatus 10- of the present invention for use in lowering the temperature of the rails 20 and 22, the enclosure sections 194 are assembled in the above described manner and the housings 264 are inserted and properly connected between the manifold housings 166, 168 and the forwardmost of the enclosure sections 194. Assuming that the reservoir 38 now contains a suitable supply of cooling Huid such as water, the valves 138 of the valve assemblies 120 and 122 are opened, and the valves 136 of said assemblies 120, 122 are closed. With this arrangement, the cooling iluid within the reservoir 38 is communicated through the valve assemblies 120, 122 to the nozzles 274 instead of to the heater units 111 and 112. Preparatory to operating the apparatus 10, the engine 88 is energized, resulting in actuation of the blower units 58, 60 and fluid pump assembly 144, whereby the cooling fluid will be pumped from the reservoir 38 to the nozzles 274, simultaneously the blower units 58 and 60 will force cooling air into the manifold housings 166, 168.

The actual cooling of the rails is accomplished by lowering the ambient temperature conditions within the housings 264. This is achieved as a result of the rapid evaporation of the cooling iluid as it is introduced through the nozzles 274 into the path or flow of cooling air egressing from the manifold housings 166, 168. The reduced ternperature conditions thus created within the housing 264 are communicated throughout the entire lengths of the enclosures 190 and 192 due to the flow of air produced by the blower units 58, 60, thus lowering the temperature of the portions of the rails 20 and 22 disposed within the enclosures 190, 192 a predetermined amount. It Will be noted that when the apparatus 10 is being used for lowering the temperature of the rails, the heater units 111 and 112 will not be energized and thus cooling air will be communicated from the housings 102 and 104 through the conduit sections 109, and directly through the heater units 111, 112 into the manifold housings 166 and 168. As above described, the vehicle 12 is adapted to be propelled along the rails 20 and 22 at a rate corresponding to the amount of temperature reduction desired and also commensurate with the rate at which the workmen are able to permanently anchor the rails 20 and 22 to the roadbed 26.

It will be seen from the foregoing description, that the present invention provides a new and improved means for selectively regulating the temperature of railroad rails so that the temperature of preselected sections of said rails is approximately equal to the mean annual temperature of the specific geographical location of the rails preparatory to the rails being nally anchored to their associated roadbed. One of the more important features of the present invention resides in the fact that the apparatus may be used to both raise and lower the temperature of the rails and thus may be used when laying rails under extremely hot or cold weather conditions. Accordingly, the temperature regulating apparatus will iind universality of application. Another important feature of the present invention resides in the fact that the apparatus is easily transportable to and from its assigned work locations, and that the various component parts thereof may be rapidly and easily assembled or disassembled. Moreover, the subject apparatus is of a durable construction and hence will be found to be substantially maintenancefree.

While it will be apparent that the exemplary embodiment illustrated herein is well calculated to fulfill the objects above stated, it will be appreciated that the present invention is susceptible to modification, variation and change without departing from the proper scope or fair meaning of the subjoined claims.

What is claimed is:

1. In an apparatus for controllingthe temperature of a railroad rail in order to expand or contract a section of the rail preparatory to anchoring the same to its associated roadbed,

enclosure defining means adapted to at least partially enclose the section of rail, means for raising and lowering the temperature of the interior of said enclosure defining means relative to the ambient temperature conditions of the rail, and

means for traversing the apparatus longitudinally of the rail.

2. An apparatus as set forth in claim 1 wherein said enclosure defining means comprises an elongated housing adapted to at least partially enclose the rail section.

3. An 'apparatus as set forth in claim 1 wherein said means for raising and lowering the temperature of the interior of said enclosure defining means comprises means for providing a source of relatively warm or cool air and means for circulating the air throughout said enclosure defining means.

4. An apparatus as set forth in claim 3y wherein said means for circulating the air comprises blowermeans.

5. An apparatus as set forth in claim 3 wherein said means for providing a source of relatively warm air comprises heater means disposed adjacent said enclosure defining means.

6. An apparatus as set forth in claim 3 wherein said means for providing a source of relatively cool air comprises fiuid dispensing means disposed adjacent said enclosure defining means.

7. An apparatus as set forth in claim 1 wherein said enclosure defining means comprises an elongated housing adapted to substantially enclose the section of rail, and which includes heater means disposed adjacent one end of said housing and blower means for circulating heated air produced by said heater means throughout the length of said housing.

8. An apparatus as set forth in claim 1 which includes means for effecting rapid evaporation of cooling fluid adjacent said enclosure defining means and thus lower the ambient temperature conditions therewithin.

9. An apparatus as set forth in claim 1 which includes blower means, passage defining means extending between s-aid blower means and said enclosure defining means, and heater means communicable with said passage defining means, whereby energization of said `blower means and said heater means causes heated air to be circulated Within said enclosure defining means.

10. An apparatus as set forth in claim 1 which includes means f-or discharging a cooling substance within said enclosure defining means.

11. In an apparatus transportable along a railroad rightof-way for selectively controlling the temperature of predetermined sections of the railroad rails,

a wheeled carriage adapted to be transported along the right-of-way,

enclosure defining means adapted to at least partially enclose the sections of the rails,

means on said carriage for changing the temperature of the interior of said enclosure defining means relative to the ambient temperature of the rails, and means for transmitting the temperature conditions of said last mentioned means through said enclosure defining means, whereby to expand or contract said rail sections preparatory to anchoring the same to the roadbed.

12. An apparatus as set forth in claim 11 which includes a heater unit and conduit means for communicating heated air from said unit to said enclosure defining means.

13. An apparatus as set forth in claim 11 which includes means for rapidly evaporating a cooling fluid within said enclosure defining means.

14. An apparatus as set forth in claim 11 wherein said enclosure defining means comprises a pair of elongated rail enclosures adapted to extend longitudinally of the rails and enclose substantial portions thereof.

15. An apparatus as set forth in claim 14 wherein said rail enclosures comprises roller means engageable with the railroad rails to permit said enclosures to longitudinally traverse the rails.

16. An :apparatus as set forth in claim 11 which includes fuel reservoir means on said carriage, heater means for producing a source of warm air, and valve means for selectively communicating fuel from said reservoir means to said heater means.

17. An apparatus as set forth in claim 11 which includes fluid reservoir means on said carriage, cooling means for producing a source of cool air, and valve means for selectively communicating -fluid from said reservoir means to said cooling means.

18. An apparatus as set forth in claim 11 which includes passage defining means communicable with said enclosure defining means and said means for changing the temperature of the interior of said enclosure defining means, and which includes circulating means for circulating cooling and warming air throughout said enclosure defining means.

19. An apparatus as set forth in claim 18 which includes means for raising and lowering said passage defining means relative to said enclosure defining means.

20. An apparatus as set forth in claim 15 which includes boom means on said carriage for transferring said rail enclosures from a storage position on said carriage to the roadbed.

21. An apparatus as set forth in claim 15 wherein said rail enclosures comprise a plurality of detachably connectable generally C-shaped enclosure sections.

22. An apparatus as set forth in claim 21 wherein at least one of said enclosure vsections comprises insulating means therein. j

23. An apparatus as set forth in claim 21 wherein one of said enclosure sections is provided with damper means for selectively controlling the circulation of warming :and cooling air therewithin. l

24. An apparatus as set forth in claim 21 which includes adapter housing means connectable to one of said enclosure sections of each of said enclosures, said adapter housings being provided with nozzle means for discharging cooling fluid circumjacent the railroad rails.

References Cited UNITED STATES PATENTS 1,669,614 5/192'8 HeXt 126-2712 2,612,964 10/1952 Hobbs 180-54 2,820,450 1/ 1958 Zimmerman 126-2712 3,395,770 8/1968 Babbitt 180-65 ROBERT A. OLEARY, Primary Examiner.

C. SUKALO, Assistant Examiner.

U.S. Cl. X.R. 

